US963399A - Bascule-bridge. - Google Patents

Description

A. H. 'SGHBRZEB.

msoum: BRIDGE. APPLIUATIOI YILEL JULY 30, 1907.

Paented 511155, 1910.

4 SHEETS-813E! 1.

f IN

A. H. SGHBBZBR.

BASGULE BRIDGE.

urmornox nun JULY 30, 1901.

- Patented July 5, 1910.

4 IHEETS-BHEET 2.

A. H. SGHBRZER. EASGULE BRIDGE.

AYPLIOA'I'IDB FILED JULY 30, 1907. I 9 3 399 Patented July 5, 1910.

' 4 mama-sass! a.

1 i .1 n10 nib a: l a

D [I D 0 DD EDD 2o t D .D D D 0 E000 2Q- tl flesyes: l

BASOULE BRIDGE.

APPLIOATIOI IILSD JULY 30, 1907.

Patented July 5, 1910.

SET 4.

ALBERT H. ESCHERZER. CF CHICAGO, ILLINOIS.

BAscULE-BRIDGE.

Specification 01' Letters Patent.

Application filed July 3 190? Patented J nly 5, 1910. Serial No. 386.255.

To all 'uhrim it may concern:

Be it known that I, ALnizn'r H. Scrumznn, a citizen of ihe United States. and a residcnt. of Chicago, in the county of Cook and State of Illinois. hnvc invented curtain new and useful lllipl'tn'i'iiitlila in lizisrnlc-llridgc$; and I do here-by declare. that the follmi'ing in a full, clear. and exact description (hereof. refcrcncc being haul to the :iccm'npunying drawings, and to the letters of reference marked thereon, which form a part of this specification.

This invention relates to improvements in buscule or lift bridges of that kind whercin tho bridge is opened and clos d by the swinging movement of :1 movable lcnf or lczivcs in 21 crtirul plane.

The invention consists in the matter-shore- -inuflcr set forth and more pnrticniarly p'oin'n-d out in tho appointed claims.

One of thc ft'illilltn' of in invention is Llll'Ul'ih'Ctl in a show bridge or one which cros i=-- :1 vain-inn oi liiniciy or :11 an angle thcrcto. This i'i-nlin'c of the imcntion consish in 1!. \npportiug pii-r hi -atoll onlsidc of thc ubutzurni or main bridg supports on which tho spans i't-st when lifted. and which C-L'Yc to giro cziutiilivcr support to the swinging bridge loaf, thereby decreasing the li-ngih of the unsupported part of the span when the bridge is (-loscd, with corresponding incrracm of loud carrying capacity.

fnrthcr feature of tho inwntion resides in tho cumlrnciion and op ration of multiple lczif bridgcs, by which term is ixflflllt cit-hci' plurality of singlc lcui' spans lo- (:llml dill by sidc. n plurality of double loaf spans lr-i'nleil shin by ide or :i. singlr double lcufspan, and arranging ihc ()})tl:lllll 1fmUlut'S and the controlling dcriccs lhcrcliir in such rclzition that thc opcriating nnirhim-r of all of son-rill spams may be opcriited from :i sim'lc controller house. 'iwn tho brid c leaves ill' i loci lcd Hltll by sidc they may no upcrntcil io (lPL'll or clowsiinultuncously or progr snircly 21 dcsizcil.

A further fraturc of the invention resides in the machinery which operates to open and hm the bridge :llnl is driven by a mo- I'm l'n 'iliiti on n. stationar npprouch or olhvr st'itinnzujr strut-lure.

A further lciitnrc of my invention rcsidcs in tho Chlbli'lltliflh of the couutrrivcight by which the bridge structure is rounlcrln-l- Mllittl, thc said counterweight lacing r opstructcd and arranged as to constiiuteincuns for rcinforcingand strengthening the bridge .wu'ncturc in addition to its usual function of countcrbziluncing the structure.

A further feature of the invention resides 50 in the (instruction of the counterweight whereby the same consists of a metal structure or lUQlOrZUlQ provided with :1. filling of. roncrctc or plnetic nuiterial.

A .sill further feature of the inventionss resides in r inforcing the rolling sc ments by which ihe bridge leaf is supporte with concrete or plastic material.

I have shown my invention as applied to a double leaf bridge arranged obliquely of the waterway and a heroin each complete bridge comprises two leaves which meet at their front ends between the supporting piers or abntmcnts.

Features of my invention relating top. bridigc which is supported outside of the usual abutment by 11 pier arranged outside of the abutment or nniin support for the swingingleaf arc Cz'lfllflillly applicable to double lczif nkCW brit gen such as is shown in the drawings, but are also applicable to thc type of skew bridge comprising a single lczii' which is snpportcd at its rear or 21pproiich cnd upon the usual abutment or main support and atits front. end upon a stat-ion 111') pier or upon a stationary approach span, as the case may be.

Other features of my invention are npplicubic to either ordinary or skew bridges.

My improvements 2\. hcrcin shown are applied to that. typo of buscule bridge known in; :1 r lling lift bridge, but certain of the improvements may be zuhiptcd to other types of liner-rile bridgis.

As shown in the accompanying draw ingsz l ignrc t is a top plan view of twe doublc loaf bridges locz ted sidc by side. Fig. 2 is a side elevation thcreof. Fig. 3? is a side elevation of the rear end of the bridge showing): the opcrating machinery and on supports which carry the some. Fig. 4 is a fragmentary top plan view of the operatin .1 machinery. Fig. 5 is a section taken throngli the rolling segment. and its support ing ,gi rdcr. showing that. pmtion of the nmchincry which is inoixntod on tho sogincnt. l igi \3 is n scctioniil View lain-n on lino 5 -13 of Fig.

5. Fig. 7 is a roar elevation of om. of ihe bridge loin-es howin; one .ipprmwl construrtion in thc c1iuntcrwcight. F' section taken on line 8-5 of F 7 is a view similar to Fig. SllOWlllg lnQliltied form of counterweight. Fig. i a vertical section taken on line 10-40 of 1 2g.

.9. Fig. 11 is a section taken through the illustrating a form of center lock for loclv ing the bridge leaves together. Fig. 14 is a section taken on line 14-1-1 of Fig. 13. Fig.

15 is a diagram illustrating the manner of wiringclect-ric motors which operate the bridge soas to control the meters from a single controller station. Figs. 16 and l? are sectional views showing modified forms of construction in the rolling segment and track girder.

As shown in the said drawings, A A designate the separate leaves of the bridges, all

of which are alike. Each leaf comprises upper and lower chords a a and a fies: striicture A located substantially at the level of the lower chords. The bridge illustrated is a railway bridge, the track rails being supported on cross ties that rest on stringers a a constituting part of the floor structure.

B B designate rolling segments arran ed in the plane of the side trusses of thebridge, at the. approach or rear end of each leaf. Said segments rest and roll on tracks a carried by horizontal girders C C, which are hereinafter termed track girders. 'The said track girders are supported at their ends on piers D D located at the'shore of the waterway. The said track girders are provided with means for preventing slipping or shiftof the segments thereon, said means com-- prising teeth N, (Fig. 3) arranged along the 'rders and holes or recesses b m the curved aces 0f the segments (Figs. 7 and 9) adapted to receive such teeth.

E E designate counterweights which are attached to bridge trusses above the segments B, and extend from the upper ends of said segments to rearward extensions of the upper chords of the said trusses. Said counterweights E serve. to counterbalance the span, in the usual manner, so as to ermit the raising and lowering of the bridgz leaves with minimum power.

It will be noted from an= inspection of Fi 1 that the track girders C C are ar-' ran ed parallel with the bridge trusses or roa way of the bridge; this being in fact essential in a rolling lift brid e. By reason of this disposition of the tlflci girders they stand obliquely to the shore lines of the waterway and the outermost piers D D, which support the outer ends of each pair of track girdeih, as shown in said Fi 1, are located, one on the shoreinside of the shore line, indicated by F, and the other out.- side-of theshore line, but inside the line of the navigable channel, indicated by the dotted line F In any instance of this kind.

.one of the piers will necessarily be located nearer than the other to the channel of the watew'ay, -nd it therefore becomes possible, 'ltllflut eucroacluueut on said channel, to place another pier. indicated by G, outside of the shore line and in longitudinal aliucment with the pier l) which is located inside of the shore line. Said pier Ur, thus located, is adapted to support the leaf, when in its horizontal or closed position, by contact therewith of the leaf truss at the side of the leaf at which said pier is located. As shown in said Fig. l, the pier G is located just inside of the line F and in position to directly support the said leaf at the. side of the latter adjacent to the pier D which is located on the shore.

It will be observed that both leaves of each bridge are supported at one side by one of the piers G and that the piers associated with the two lea es of the bridge are located at opposite sides of the bridge. The two leaves of the span will, in acco nce with the usual practice, be locked together at their meeting ends by a locking device adapted to hold the same from relative vertical movement, so that when the bridge is closed the two lea es are supported not only by the main supports or track girders by which the leaves are sustained when raised, but also by the said piers G located in each instance at a distance outside of said main supports or track girders. bridge as a whole is thereby substantially decreased, its unsupported part being equal in length to the. distance between the two piers- G 4}. thereby giving to the bridge an increased load bearing capacity. In another aspect the construction described embracing the auxiliary piers G G, may be termed amodified cantaliver form of bridge, it being seen that one of the side trusses of each leaf is supported at two points, to-wit, at the point at which its rolling segment rests on its track girder and at the point at which the said truss rests on the pier G, 50 that the outer end of the truss so supported cannot be depressed without rockin the same upon the said pier G. with the e ect of lifting the rear end of the leaf. Any such lifting of the rear end of the leaf will be prevented by the weight of the span inside of said pier 9, together with the counterbalance weights thereon located and also by the anchored stops usually employed in bridges of this class to limit the u ward movement of the rear end of the lea and the descent of its frontend. This feature of an auxiliar supporting pier located outside of the traclz gut are or main support on which the swing-- ing lea'f rests when lifted, and adapted to support the leaf in the manner described when the same 15 in its closed position may be applied with advantage in some instances to other kinds of basculc bridges, it bein manifest that the general effect of such an The effective span of the auxiliary supporting pier will be the same 5 whether it. be used to support one of the i trusses only or a leaf (attending obliquely to i the waterway, or both trusses of a leaf arranged at; right un les to the waterway such as is shown in l ig. 1:2. Such an auxilmry pier, however, has special advantages in connection with the obliquely arranged or skew bridge illustrated. because in such a bridge the total distance between the outer supporting piers for the track girders may be so arranged as not to enttroach upon the Waterway, while the auxiliary supporting ier, when located beneath one onl of the leaf trusses, as hereinhefore described, may be located at a considerable distance from the shore line ot the waterway, without encroaching upon the latter.

.fonn of lock. briefly described, comprises an -'upper and a lower extension H, ll. respec- I'l enters the space lietwecn tlvely, carried by and extending forwardly from one of the leaves. The upper locking extension is made shorter. than the lower one. and said extensions are separated by a notch or recess /1. The companion leaf of the span is provided with a horizontal loclting extension H which is fixed to upri htparallel plates or webs la la extending orwardly from said leaf, and said J m-king cxtension H when the leaves occupy their closed position, enters the notch between the extensions ll H, while the lower extension the laterally separated platcu It ll. The extcnzion H is shortenough to pcrmit. said locking" men!- her ll to saving iulo thc notch Ii duringzlhe cl sing nmvcnwutot' the leaves. ivhile the l nger extrusion H limits the downward movement. of the leaf carrying the hit-king nuauhcr ll and guidcs the latter iuto the uot 'h as the leaves approzugh their closed piisiliou. The l cking iucluhers or projection. it ll are svcurml to a transverse "irder H". which extends across the front eiiils of the Hour structum of the leaf can-ring the same. while the plates h of the lock memher ll are likewise ecured to the transverse "i'n'lcr H f tin- 'rther leaf, the parts being {i am in longitudinal hcams 1/ 11, of the leaf Shmltllfis by bracing ua-ml-crs i z ll will be under tood that said lo king lncmlwt'iarc lhcglul adjacent to the planes ol' the ll'IlP-Hl'w' at the low-. 2" chords thereof. th y. living two pairs of such locking devices usually appli d to each two leaf span. i

it will he fur hermore ohsorved that the ed to perform an important function in c0nne.:tion with a two lcat' bridge having" the auxiliary supporting piers G (l hereiuhefore described. This will be uudci-stooil by consideration of the fact that the projections ll ll of each lockin; member are applied to the ends of the truss of each leaf, which is supported on the pier it. so that the lower extension H constitutes a horizontal surport for the locking member ll tiscd io th truss at the same side of th: othe leaf. which latter truss is non'supported iJLlWtzii its ends. The said locking device il crcfm'e constitutts a connection lie-tween said leaves,

which sustains both the live and dead loads-so on the trusses which are unsupported he" tween their ends. By reason of the fact, therefore. that the two oppositely disposed trusses of. each pair of leaves are SHPPOllH between their ends by the auxiliary piers (fr 8 and carry at their outer ends the supporting extensions H of the center locks. and thatthe other two trusses of said leaves are' supported at their outer ends by said lower extensions ll. the span as aivhole, when the leaves thereof are lockod-together. constitute a continua: structure supported at; its ends and sustained at two points intcrmediate to its ends by said auxiliary piers.

The stress due to the live load on the trussrs which are unsupported between their ends is transmitted through the locking connection described to the inn r ends of the trusses which are supported between their eudshy said piers (l. The load on the ends of the trusses which are supported by said piers tends to depress the outer and elevate the rear ends of said truss s. but the weight of the leaf structures in rear of said auxiliary piers is. however. so proportioned that it will never be overlmlanccd by any normal live loadbrought thereon.

Rcl'crring next to the mechanism for operating the bridge to open and close the same.

said operating devices ar made as follows:

The said operating device is of the gcu ral typo shoun in the prior ll. h. Letters Patent to Kcllar No. 752.5%. and embraces tixeal hm izontal rack bars I I. located om. at each side of'and exterior to the planes of tiH'l'.

truss of each leaf. which ariengaged l 'vgea pinions .l mounted on the umvahhl; and operated by driving conuectimis her inafter to he described. The said'rack bars 3' are mounted on stationary horizontal i d 1 attached at thcir ends to columns 1- I that are anchored in the piers D, the l'raznc cou posed of the said uuuahcrs ll" l lwiug: ln'accd h i-lwliqu struts l". The feature f my intention associated with this con lIlltllOll relalrs lo mechanism for driving the pinion J from a ll1()i1ll'.2!i 'lilililltlSliln tionary part of the bridge structure.

The llI'iYlHjj machiiu-ry and the means f r locking ClQVFLQSUHlLlE asdcscribedareadaptconnecting the same with the motor are: g

second bracket K attached to the same side of the track girder. The gearing connecting the motor shaft in with the sleeve K consists of bevel gears, of which the one attached to the outer end of said sleeve is indicated by 1G in Figs. 3 and 5 and the one on said shaftby if in Fig. 3. Said hollow shaft K" is provided at its inner end with a pinion K which meshes with a gear wheel If aftixed to a sleeve K which has endwise sliding splined connection with a shaft K, which is mounted at its upper end on the bridge leaf and is adapted for oscillatory movement in a vertical plane. The splined connection between said sleeve K and the shaft K operates to transmit motion from the sleeve to said shaft, while permitting the shaft to slide endwise in the sleeve. The sleeve K is adapted to swing or oscillate in the same vertical plane with the shaft K, being mounted in a bearing k attached to the inner end of a shaft K that extends through and nas bearing in said hollow shaft K, (Fig. 5). Said bearing kflby the turning of said shaft K, is adapted to oscillate on a horizontal axis at right angles to the plane in which the shaft K gand sleeve K have oscillatory movement. Thesaid shaft K is provided atits upper end with a beveled pinion 1; that meshes with an idler gear wheel In which is rotatively mounted on a horizontal stud k fixed to and extending late ally from the rolling segment B. The upper end.of the shaft K has bearing in a hanger/c which is provided with a hub which surrounds the stud 7; outside of the idler gear Is Said hanger is thereby adapt ed to swing on a horizontal axis, thus permitting the lower end of the shaft K to swing or oscillate in a vertical planeon the.

bridge leaf. The idler gear wheel k meshes with a pinion L which is affixed to the lower end of a connecting shaft L having hearing at its lower end in a bearing bracketl fixed to the lateral face of the rolling segment B. Said shaft L has hearing at its upper end a bracket Z (Figs. 3 and 4) attached to' one of two horizontally arranged, machinery supporting frame members A A on the truss of the bridge lea Said upper end of the shaft L is provided with a pinion Z which meshes with a gear pinion Z fixed to a transverse, horizontal shaft if rotatively mounted on longitudinal, machinery supportingmembers A A on the tr: .ss structure (Fig. 4). The said shaft L carries a. gear wheel Z which t meshes with a gear wheel Z on a counter I shaft L mounted in said machinery supporting members A A and provided at its ends with gear pinions Z Z which mesh with gear wheels Z Z atlixed to the inner ends of short rotative stub shafts I L mounted on the leaf trusses, and shown as extending through and having bearing in the truss uprights A* A. Said shafts L L* are provided at their outer ends with rigidly attached gear pinions J which have meshing engagement with the racks I I carried by the stationary operating struts I I. The shaft L and eountershaft L are provided, in addition to the gear pinions Z and wheels Z, with a gear pinion Z and gear wheel Z differing in diameter from the pinion l and wheel Z, the gear wheels Z and Z being adjustable longitudinally of the shaftso that either may be brought into use to vary the speed of the driving mechanism, in a familiar manner. i

All parts of the dri ing machinery describe above the pinion L of the shaft L, are mounted in fixed relation to the bridge leaf audits rolling segine'nt. Inasmuch as the shafts K and hunger 15 are mounted so'as to be capable of cscillatory motion on the stud k and the shaft K is adapted to slide through the oscillatory, rotative sleeve K it follows that during the rolling move ment of thesegment B and the bridge leaf, as the pivotal s51 sort of said shaftthe stud k approaches toward and recedes from said sleeve, the shaft K slides through the said sleeve K This mechanism permits the driving machinery mounted on the movable leaf to be positively driven through the medium of drivinggears and shafts while at the same time giving the necessary flexibility in the connections between the stationary and movable parts of the driving mechanism.

It will be observed that the sleeve K havingsplined engagement with the shaft K,

said sleeve and shaft constitute in effect two 'a manner permitting them to swing or oscillate on parallel, horizontal axes; one of said bearings being so pivotally supported on the bridge approach and the other upon the.

bridge span. That is to say the pivotaliy supported bearing k for the sleeve K is."

sustained by the horizontal shaft K, which, being free to turn or rotate on a horizontal axis, enables the said sleeve to swing in a vertical plane arallel with the plane of movement of t e bridge span. while the bearing for the shaft K, which is formed by the hanger It, is adapted to swing freely about the horizontal pivot stud 6 thorcoy permitting the said shaft to swing freely in the some vertical plane with said sleeve. Mnniiestly, the particular arrangement of those parts illustrated need not be adhered to i camping out :ny'invcni'ion. the essentiol feature being that the operative rennet tions between the rotative driving; shaft. on the bridge approach and the rotzitire operuting shuft. J on the swinging leaf shall enibincetwo relatively slialin ,rotntive members have spliLed conn ction with each other (92s for instance the shaftli" and the sleeve li), said. memhers being severally mounted in hearings on the leaf and approach, which bearings are adapted to turn or swing uhout paral el. horizontal uses, and one of said members hating operative Connection with said driving shaft and the. other member with the operating shaft. on the bridge leaf. The driving connections, between the said relatively sliding members and the parts which drive and are driven are adopted for operation at all points in the oscillatory or swinging movement of said members about the pivotal axes of their hearings. The driving connections referred to. in the con: siruction illustrated, are afi'ordcd by the gear pinion k which intermeshes with the gear pinion .l" on said sleeve and which. he-

' g concentric with the pivotal axis of the bearing Ir of said sleeve, maintains the necessary driving connection in all angular positions of said sleeveyand likewise such driving connections between the shaft K and the shaft, L includes the idler gear wheel which interzneshes with the gear pinions k and L on said shafts and which, being concentric with the pivotal axis of the hunger Ir, maintains driving connection with the shaft If" in all angular positions of said shaft.

If the operating machinery for the bridge leaf be adapted for operating. a single leaf bridge, the motor therefor may be located in a controller house or station and suitably geared to the operating muchiner of the bridge leaf, or it may be located in any suitable mann r on the stationary part of the bridge structure and geared to the operating machinery. if the motor he a gasoleno motor or a steam engine and operates through the mechanism described to rniseuud lower the bridge. it may be desirable to locate said motor in the controller house. which lHHIHU may be located in HP) suitable position on :i g stationary part of the bridge hll'lllllll'? or the i 1 :isit shortens the time during which a parshore.

In accordance. with one feature of my inf ventior. I provide a multiple control systeui or mums for operating :1 plurality of i of d uble leaf bridges located side by side, T-l lll(- two leaves of a lwodcaf, single spun bridge, in cases in which it is necessary to locate the operating motors one it each end of the in-idge. When the multiple control s vsiein is cinphn'ed for operating a number of sin 'le-lcnf bridges ltxziitcd side by side, and with the rear ends thereof l cated on the some side of the. Waterway or bridged space, all of the said leaves may be operated from a single motor geared in any suitable manner to the operating niz-ichinery of the several leaves, or each of the. leaves may be pro vidvrl with its own electric motor and a controlling circuit emplovcd, which is arranged to extend from the se'ierul motors to :1 single controlling house or station. When operating a two leaf single spun bridge. it is preferable to provide the two leaves on the opposite shores of the waterway each with on actuating motor and to connect said motors with me controller house by conducting wire and this practice will also be followed for operating s number of spans located side by side, each consisting of two leaves and having two operating motors'locuted one on each shore of the Wata say.

Obviously my multiple control system may he applied to any type of operating machinery. In the construction illustrated each operating motor P is supported on one of the track giri'iers associated with the leaf which it designed to operate. In Fig. 15 T have shown indicated diagrammatically the-manner of connecting the several motors with :2 central controller station. -As shown in said figure. N designates the controller station or house. Four motors P P P P re indicated diagrammatically in said Fig. 15 which shows an arrangement. for operating two bridges each having two leaves such. as are illustrated in Figs. 1 and 2. Said m0 tors are connected by feed wires p p p p with ilio controller house or station, and the two motors on each side of the waterway are connected by common return wires 77* p with said controller station. The controlling mechanism located at the controller st: ion may be of any suitableor preferred form and may be operated to start all of the motors at once to simultaneously lift or lower all of the leaves of the bridges, or may he operated to progressively open or close.

the several bridges. \Vhere :1 num-her of bridges are located side by side. the latter mms'lrm'l nn is a desirable one especially when the bridge lrufiic is heavy, inasmuch ticulur bridge is required to be opened, it being unnecessary to hold all the bridges open until :1 mat has passed the lust bridge oia series nnd conversely it not living requi e-d to open a given bridge of a seriPS 3 until the boat has reached that bridge.

My inv ntion includes improved features of construction in the countc'rweights with which bascule bridges are usually provided for the purpose of countw ihincing the same.

First, referring to the general arrangement of the counterweight, the same, as shown in Figs. 1, :3, 3, 9, 1) and 12 of the drawings, consists of a transversely arranged counterweight E which is attached to the rear ends of and extends between the trusses, and occupies atits ends the spacesv between the upper ends of the rolling segments and rear extensions of the upper chords of the trusses.

In Figs. 7 and 8 are shown two vertically arranged counterweight sections E 15 which are located in the planes of the trusses between the upper ends of the rolling segments and the upper chords. I The transverse. counterweight E affords a transverse brace by which the trusses are rigidly connected with each other at their rear ends. The bridge illustrated being a through bridge, said transverse counterweight id is located at a height above the bridge floor sntlieient for the passage of traflic beneath it.

As a further improvement in the-co'nstructiou of a counterweight, my invention includes the idea of a metal supporting member, reinforced and strengthened by a filling or body of concrete or like material adapted to be applied or inserted in a plastic State and allowed to harden; the composite structure of metal and concrete adording the necessarywcight and at the same time possessing the strength and rigidity necessary forvits purpose.

Both the lateral and transverse counterweights 15 and E referred to consist of box-like structures of metal, ri idly con neeted with the span trusses and provided with fillings of concrete. This construction in a counterweight has the general advantage of providing the necessary weight. with the use of materials niuc cheaper than metal, while at the same time the inclosurc may be made relatively light in structureand the concrete filling when introduced therein in a plastic state and allowed to her; den, is adapted to give stitl'ncss iind rigidity" t0-the counterweight structures.

Fig. 7 shows in end View lateral counterwcights E E located in the. planes of thetrusscs. The trusses in this instance are connected by a transverse frame E extending between the said countcrweights. Each counterweight E as shown in the sectional view Fig. 8, consists of a box-like inclosure of slim-t metal, comprising side plates 6 e and marginal plates 0" The box like in-' closure thus formed is secured to the uppcr end of the r lling segment, and to the rearward extension of the upper truss chord, in

any suitable manner. The said side plates e e are connected with each other by transverse bolts 0 acting to prevent the spreadin apart oi" the said side plates when the inciosurcs are filled with cement or concrete in a plastic condition. \Vllen completed the space within the box is tilled with a solid ,hody of cement or like material-which retains its shape and serves to give rigidity to the inclosure.

In Figs. 2) and IQ is shown a counterweight l) which extends transversely between the trusses of the bridge, and also occupies the planes of the trusses; the counterweight structure'in this instance serving to afford a rigid connection between the two trusses. As shown n said l igs. 9 and 10, the counterweight comprises a box-likc str'iicture embracing front and rear Wtlllri a if, top and bottom walls a c", and end plates 0" a" (one of wlnch.is shown in Fig.

5)) located in the planes of the outer faces of the trusses. Anglo bars 0 0", employed to give rigidity to the end portions of the .counterwciglitstructure and to ati'ord a sufticiently rigid connection between the rolling segments and the upper chords of the truss, are shown as extending through the ends of the inclosure,

Tie rods 0* extend horizontally through the counterweight from end to end thereof, other tie rods 0 and e extend vertical y and horizontally through the same, 'Ai tie rods being attached at their ends to thf box walls. Said tie rods hold the walls from spreading and serve to strengthen the body of concrete in which they are embedded. The counterweight llltld as described may be easily and cheaply constructed, the metal structure being completed and the cement or concrete inserted therein in a plastic condition, and then allowed to harden.

The counterweight is preferably provided with one or more pockets E (Fig. 10) which are designed to receive additional counterweight material in order to effect final counterbalanced adjustment of the bridge leaf. The said pockets E E are shown provided with a. covering plate 9 constituting part of the front wall of the box. The plate e is made removable, being held in place by retaining bars 0 e engaging the upper and lower min-"ins thereof, and fastened to the front wall of the counterweight'box in any suitable manner. Y

As a further improvement in a rolling lift bascule bridge, I make the rolling segments thereof of a metal member reinforced or strengthened by a body of cement or con- .crete which is a plied to the metal member in aplastic con ition. The cement or concrete; as applied to the metal part oi the segment not only serves to make the same stronger and more rigid, but also acts as a counterbalancing weight bringing the cen- ".nzrved plate 71 which constitutes the lower -member of the I beam and is convexly tied together and to the web If by means of track girder C in transverse section, said -to more securely hold the masses of concrete r enmg the said masses Zr 71'' of concrete and the bolts b" 72.

sesame 7 for of gravity of the leaf nearer its rear end. The metal member or frame of a rolliilg segment to which cement or concrete is so applied may be made of any desired form or structure.

In Figs. and 11. I have shown in cross section a hollow or box form of rolling segment,-lhe interior of which is filled with a body of cement or concrete 7;. The main part or body of said segment struererre cornprises parallel, vertical side. plates 5 b, an upper plate 7): and a convexly curved lower or hearing plate 71. The side walls of said segment are shown as tied together by bolts or rods 11 5 extending through and embedded in the concrete body.

In Fig. 15 I have shown a somewhat differcnt form of rolling segment, embracing a metal n'icmber reinforced by cement or concrete. In this instance the rolling segment is, in its cross sectional form, like an I beam, having the lateral spaces at the sides of its central web filled with masses b1" of cement or concrete. The main frame or body of the segment structure comprises a central, vertical plate or web an upper marginal plate or member Z1 and a convexly curved and forms the curved bearing mem; ber of the rolling segment. The connection between the web 7;" and plates 2) a d I) is shown as formed and reinforced by additional plates and angle bars in a familiar manner. r

The masses 7)? 7) of concrete are shown as bolts or tie .rods 71", inserted transversely through the web 1'". Flat plates or washers 1) 72 nrc shown as embedded in the. outer faces of the masses of concrete b I), and provided with holes through which the ends of the bolts 7: 7: pass: said plates serving to the metal frame of the segment. As an additional means of reinforcing or strengthholding the same on the metal frame of the segment, I have shown tie rods 71" I) as extending through the said masses of concrete, parallel with the web 7) and transverse to As a still further improvement in bridges of the character described. in which the snpporting tracks for the rolling, segments are formed by track girders, I make said track girders of metal members, reinforced or said Fig. 5, is formed by the track plate a which. as hereinbefore described, constitutes the upper longitudinal member of said track girder, two parallel vertical side plates t and a bottom longitudinal member (1, It is to be understood, however, that the track girder reinforced or strengthened by the ca ment or concrete as set forth may be variously formed or constructed. For instance. instead of box forms of girder shown in Fig. 5, an. I beam form of girder may be em loyed, such as is shown'in cross section in *ig. 1?. ln-this instance the track girder consists generally of the track plate 0 which forms the from; longitudinal member of the members c and The said web or plate I is connected with the top and bottom plates 0 c" by connecting and reinforcing plates and angle bars, as illustrated in said Fig. 17. .iThe s aces between the plates 0 0" at the sides 0 filled by masses 0 2 of cement or concrete which are heldin plaa and firmly secured to the metal body of the irrler by means of a plurality of transverse y arranged bolts or t e rodsc c which pass at their ends through and are engdged-with vcrlicai bars c" c which extend along the outer facts of the said massezalc c of. cement or concrete; The said bolts or tie rdds c 0 pass tbroiinh holes in the central plate or web 0". T .e metal body of'the girder together with the tie rods or plates c" and the upright bars 0 c in this instance constitute a metal frame to which the cement or concrete is applied when in a plastic condition and which, with the mass of cement or concrete, forms a composite structure afi'ording a track girder having a hi h degree of strength and ri gidity and a so great durability because the metal body of the girder is to aconsiderablc extent protected from rust or corrosion by the cement or concrete applied thereto.

The features of construction relating to the center lock, shown and described, constitute the subject-matter of a divisional application. Serial Number 529,845, filed No vember 26th,'l909. y

I claim-- 1. In a skew bascule bridge, the combina strengthened by cement or concrete applied ,snstained at. their rear ends, auxiliary piers thereto. 7

As illustrated in Fig. 5, which shows the track girder is made of hollow or box form and its interior is filled by a mass or body c of cement or concrete. The metal member of said track girder, as illustrated in one for each leaf, located one at one side am the other at the opposite side of the bridge, and imposition to engage the leaves when closed at oints between the rear and for ward .ends of the same. and locking means at tbc'mectingcnds of said leaves,

2. In a skew lmscnle bridge, the combinkthe web or vertical plate. 0* are l lo tion of two swinging leaves, each comprising two longitudinal trusses, and rolling segments attached to the rear ends of said trusses, main supporting tracks in which said segments rest and roll, auxiliary piers located one at one side and the. other at the other side of thebridge in position for onga ement with one truss of each leaf at a oint between the ends of said truss, and ockin means for connecting the meeting ends of said leaves.

3. In a skew bascule bridge, the combination of two swinging leaves each comprising two longitudinal trusses, main supports on which said leaves are niovably supported at their rear ends,, and two auxiliary supporting piers, located one at one side and the other at the other side of the bridge, in position to engage one of the trusses of each leaf when closed at points between the ends of said trusses, each of said trusses which engages and is supported by an auxiliary pier having on its forward end a locking projection adapted for sustaining engagement with the forward end of the truss of the other leafwhich is unsupported by an auxiliary pier.

4. In a rolling lift bascule bridge, the

combination with a swinging bridge leaf, of

actuating mechanism therefor comprising an operating shaft on the leaf, through which rising and falling movement is given to the leaf, a rotativc driving shaft mounted on a stationary support, and driving connections between said drivin shaft and the operatin r shaft on the leaf: comprising a shaft 81K sleeve having splined connections with each other, and oscillatory bearings for said shaft and sleeve 5. In a rolling lift bascule bridge, the combination with a bridge leaf of actuating mechanism therefor, comprising a rotative operating shaft on the leaf, a rotative driving shaft mounted in stationary bearings, driving connections between said drivin and operating shafts embracing a shaft an sleeve having .splined connection with each other, said shaft and sleeve having bearings mounted to turn on parallel horizontal axes, and gearing connecting said driving and operating shafts with said shaft and sleeve, said gearing embracing gear wheels on the shaft and sleeve and gear wheels mounted concentrically with the said horizontal axes of the bearings.

6. In a rolling lift bascnle bridge, actuatin mechanism for the bridge leaf comprising a driving shaft mounted in stationary bearings, an operating shaft mounted on the leaf and driving connections between said shafts comprising a shaft and sleeve having splined connection with each other,

bearings for said shaft and sleeve, mounted one on the leaf and the other on a stationary support, said bearings being adapted to I swing on horizontal axes and in the same vertical plane.

7. In a rolling lift bascule bridge. actuating mechanism for the bridge leaf comprising a driving shaft mounted in stationl ary bearings, an operating shaft mounted on the leaf, and driving connections between said shafts comprising a shaft and a sleeve having splincd connection with each other, oscillatory bearings for said members, mounted one on the leaf and the other in a stationary support, said bearings being adapted to swing on horizontal ax s and in the same vertical plane, and driving con- 1 nections between said driving and operating shafts, and the said shaft and sleeve, comprising bevel gear wheels mounted to turn on horizontal axes concentric with the axes of rotation of the said bearings and bevel gear wheels affixed to said shaft and sleeve.

8. In a rolling lift bascule bridge actuating mechanism for the bridge leaf comprising a shaft and a sleeve having splined connection with each othcr,oscilhitory bearings for aid shaft and sleeve mounted on the bridge leaf and on a 'stationarypart and adapted to swing on horizontal axes, a horizontal shaft supporting the bearing for said sleeve, beveled gear wheels on said sleeve and shaft, a beveled gear wheel mounted on the bridge leaf, concentric with the pivotal axis of the oscillatory shaft bearing, a horizontal hollow shaft mounted in stationary bearings and surrounding the shaft which supports the said sleeve bearing, a beveled gear wheel on said hollow shaft intermeshing with the beveled gear wheel on said sleeve, drivin connections between said driving shaft and said hollow shaft and driving connections between said beveled gear pinion on the bridge leaf and said operating shaft on the leaf.

9. In a rolling lift bascule bridge, the combination with a bridge leaf, of actuating means for the leaf comprising a. driving shaft mounted in stationary bearings, an operating shaft on the leaf, an oscillatory shaft and sleeve having splined connectionwith each other, an oscillatory hanger provided with a bearing for the said oscillatory shaft, a horizontal pivot stud on the bridge leaf afi'ordi11 g pivotal support for shaft, a beveled idler gear pinion mounted on said pivot sicd and inter-meshing with that on the oscillitory shaft, a, connecting shaft located on the bridge leaf in the same vertical plane with the oscillatory shaft, .a pinion on said connecting shaft intermeshing with the idler gear wheel, an oscillatory bearing for said sleeve mounted to turn on a horizontal axis, a beveled gear pinion on said sleeve. a beveled gear wheel mounted concentrically with said oscillatory sleeve bearing, and driving connections between said hangcr,a gear pinion on said oscillatorysaid last named gear wheel and said driving on the bridge leaf for said oscillatory shaft, a connecting shaft mounted on the bridge leaf in the same plane with said 05- cillating'shaft, beveled gevr wheels on the adjacent ends of said oscillatin shaft and connecting shaft, an idle: beveled gear wheel 5 rolling segments consisting of hollow melal on the bridge leaf mounted concentrically with siid oscillating shaft bearing and in terrrzeshing with the gear wheels on the oscillatory and connecting shafts, a, horizontal hollow shaft mounted in stationary bearings and having operative connection with the driven shaft, :1- horizontal shaft mounted in said hollow shaft, an oscillatory bearing for said sleeve attached to said horizontal shaft and internieshing beveled g -r wheels on said hollow shaft and sleeves.

ll. in a bascule bridge, a swinging bridge leaf embracing a floor frame, two longitudinal trusses vhich extend above the floor frame, and a counterweight extending transversely between the upper parts of the trusses and constituting an overhead brace for rigidly connecting the upper parts of said trusses; said counterweight consisting of a box-like 'mctal member rigidl attached atits ends to the trusses, and a filling of concrete inserted in a plastic stoic into said bo:-:lilte member and forming therewith a rigid, composite structure. 4

12. In a bascule bridgo,.a swinging bridge leaf provided with rolling segnicnts, said rolling segments consisting of a metal frame or body, tie rods or bolts connected with the same, and a filling of cement or concrete. l

13. In a bascnle bridge, a swinging bri lge leaf provided with rolling segments, constructed of metal reinforced by cement or concrete. i

14. In a hascule bridge, a swinging bridge leaf provided with rolling segments, said inclosures provided with a filling of cement or concrete.

15. In a bascule bridge, a swinging bridgeleaf provided with rolling segments, said rolling segments consisting of metal inclosures provided with tie rods extending therethrough, and a filling of cement or concrete.

In testimony that I claim the foregoing as my invention I aflix my signature in the presence of two witnesses, this 1st day of July A. D. 1907.

ALBERT H. SCHERZER.

' Witnesses;

G. R. Wrnnrns, D. E. Mention.

Images